Automatic equalizing-valve.



A. M. STARKEY. AUTOMATIC EQUALIZING VALVE. APPLICATION FILEDAPR.1G,191L

1,053,666. Patented Feb. 18, 1913.

against its seat. The valve 85 alords communication with a transverse port or passage 41 leading to the cylindrical chamber 11j and With a longitudinal port or passage 42 lead-V ing to the brake chamber (not shown)` said port 42 communicating with the chamber 1l through a transverse port or passage 43.

The triple valve 1.4 has tivo movements, viz., to the left from the`position of Fig. 1` to that of Fig. 2 and to the right from the position of Fig. 2 to that of Fig. 1, and it performs by virtue of these movements three functions, to Wit, charging the auxiliary reservoir to any required'air pressure, admitting the air to the brake cylinder in service and emergency applications, and releasing the brakes. When the parts are in the re- Ilease position of Fig. 1. with the triple valve 14 seated against the seat 13, the valve 24 in its upperl position against its seat 22, the Valve 25 in its upper position and the valve in its lower position'in Contact With itsseat 37 thecourse of the air from the train line, indicated by the arrows a is as follows: from port 29 around the stem 26 and sleeve 27 through 'chamber 23, ports 240 in valve 24, ports 250 in valve 25. chamber'21, cham- -V ber 11 and through small central port 15 in the triple valve 14 and out'of port l2, v

the ports 15 permitting the passage of a very small quantity of air and the pressure of the air in the course described against the left liand'end of the triple valve 14 forces it tightly against its seat 13, substantially closing the port 12 to the auxiliary reser- Voir thus gradually recharging that reser' voir through port 15, the smalld size of port requiring about ten seconds to complete this charging. The ball valve 16 is opened by the air passing through port 15 and this, alve is of no use at any time except in emergency applications or to prevent leaking of air through. port 15 in making appli@ cations in order to make the triple valve14 more efiectiye. The valves 24, 25 and 35 maintain the positions of Fig. 1 during 'all service applications, the ports 240 and 250 being large enough to permit of a free dow of air to and from the train Ilin for all such applications. In an emergency'appli` cation, the valve 14 forced to niove.` lt' moves toward the packing 200, and prior to its reaching the packing 200, the valve 25 takes the position shownin Fig. 2. The? ,movement of the valve 14 toward the packing 200, and the consequent positioning of the valve 25 as shown in Fig. 27 is caused by the venting' of the air from the chamber 21 to the brake cylinder by way of the [mssages 30 and 32 and through the passage 42 as iudioated by arrows in Fig. 2. Ly the time the valve 14 has moved toward the paclring 200 to suliiciently cover. the outlet 18, the valves 25 and 35 take the positions shown in Fig. 1. Air is then let into the brake noeaaee A xiliary supply by Way of the port 43 and the passage 42. The valve'B stops all back lovv to the train line. The valve 14 is moved from the posi.- tion shown in Fig. 2 to that shown in Fig. 1 by sair from the train line (not shown) passing through the pipe 29 and over the course indicated by arrows a, that is, up through chamber 21, lifting the valve 25 from its seat, and passing through the passage l5 ot' the valve 14 and through the valved port 12 into the auxiliaryreservoir thereby Gradually recharging the latter,the port 12 tbeing opened by movement of its valve 16 under the pressure of the`air, said ball operating to prevent. leakage of air through the port 1.5 in making emergency brake applications.

lAt 44 I have indicated 'a packing ringaround the triple valve which valve 'is extremely sensitive to any increase or decrease of air pressurevin the train line being thus just as eliectivejn long trains as in short ones. f l

The valvey 35 is provided as a matterfof precaution to hold the air pressure in the brake cylinder in cases of emergency Where the valve 24 might not be properly seated owing` to clust, sand or iron rust accumulated in the train pipe, which, being stirred up in emergency applications, might prevent an air tightA seating of said valve. Valve l'would then pli-.event the passage of the air.

lvVhat is claimed is l 1. ln'an air brake system, a triple valve provided with a small longitudinal passagev through it open at both ends and provided with a self closing valve actuated by the pressure of air from the auxiliary reservoir, in combination with a projected stem. inthe chamber of ythe triple valve innline with said longitudinal passage provided cylinder` from the an .with a suitable packing `for closing the train.

line end of said passage when theft triple valve is in emergency position.

2. 1n an air brake system.I a triple valv having a small longitudinal passage through it, open at both ends, in combinati-on with a projected stem in the cli-amber of the triple valve in line With said longitudinal passage provided 'iwith a suitable patking for closing the trainline end of said passage when the tri sitiou.

3. lu an air brake system, provided with a chamber coinn'iupicfitingat on'eend with tlul auxiliary rescrvnr and at theother end with the train'linia` arid luiving an intere mediate essaim' outlet. ind with an auxiliary passage leading froni'il'i'e train line to the brake chamber, the combination with the triple valve located in the vfirst named chamlwr and provided with an annular groove and au auxiliary valve in the auxiliary pase arranged to permit the passage of air ple valere is in cml'gefcy P0' from the train line direct to the brake chamber before the admission thereto of air from the auxiliary reservoir, the groove in the triple valve; affording communication be tween the auxiliary passage and the out-let in release positions.

4. In an air brake system, provided with a main chamber communicating at one end with the auxiliary reservoir and at the other end With the trainline and having an in termediate escape outlet, and with an auxiliary passage leading from the train line to the brake chamber and a port leading from theI main chamber to the auxiliary passage, the combination with the triple valveV located in the main chamber and ro vided with an annular groove, an auxiliary me direct to the brake chamber before the' admission thereto of air from the auxiliary reservoir, and an extra selfseating valve in' the auxiliary passage to prevent escape of air from the brakefcylinder when the'auxiliary valve fails to roperly seat itself, the annular groove ,in t e triple valve affording communication between the auxiliary passage and the out-let in release positions.

In testimony whereof I atlix' my signature in presence of two witnesses.

ARMSTRONG M. STARKEY. Witnesses:

T, C` ANDREWS, SAM NaA'rHEaY. 

